Hand controller assembly

ABSTRACT

A user input device for a vehicular electrical system is provided. The user input device includes a handle sized and shaped to be gripped by a human hand and a gimbal assembly within the handle. The gimbal assembly includes a first gimbal component, a second gimbal component coupled to the first gimbal component such that the second gimbal component is rotatable relative to the first gimbal component about a first axis, and a third gimbal component coupled to the second gimbal component such that the third gimbal component is rotatable relative to the second gimbal component about a second axis.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

This invention was made with Government support under Agreement No.NNJ06TA25C Subcontract No. RH6-118204 awarded by the NationalAeronautics and Space Administration (NASA). The Government may havecertain rights in this invention.

TECHNICAL FIELD

The present invention relates to user input devices, and moreparticularly, to a hand controller assembly.

BACKGROUND

Hand controllers are used as user input devices in a wide variety ofapplications, such as flight control devices and cursor control devices(CCD). Often the hand controllers are used in applications that receiveinput from along three axes. To receive such input, the hand controllerstypically include multiple mechanical components moveably (e.g.,rotationally) coupled to one another along with sensors configured todetect any such movements.

Conventionally, one or more of the pivot points between the componentsis located outside of (e.g., below) the handle, or grip, of the handcontroller. As a result, a significant amount of arm movement isrequired by the user to actuate the hand controller in all of the axesof movement. Additionally, unintentional arm movements, such as thoseoccurring in high-vibration or high g-force situations, such as thosethat may occur on-board an aircraft, may cause unwanted actuation of thehand controller. Further, such an assembly occupies a significant amountof space outside of the handle and requires complicated mechanisms ifthe hand controller is to provide an appropriate “feel” (e.g.,stiffness) to the user.

The mechanical components are also often interconnected in such a waythat movement of the hand controller in one of the axes causes someactuation in one or more of the other axes. As a result, relativelycomplex signal processing is often used to interpret the manual inputapplied by the user.

Accordingly, it is desirable to provide an improved hand controllerassembly that addresses these, as well as other, issues. Furthermore,other desirable features and characteristics of the present inventionwill become apparent from the subsequent detailed description and theappended claims, taken in conjunction with the accompanying drawings andthe foregoing technical field and background.

BRIEF SUMMARY

A user input device for a vehicular electrical system is provided. Theuser input device includes a handle sized and shaped to be gripped by ahuman hand and a gimbal assembly within the handle. The gimbal assemblyincludes a first gimbal component, a second gimbal component coupled tothe first gimbal component such that the second gimbal component isrotatable relative to the first gimbal component about a first axis, anda third gimbal component coupled to the second gimbal component suchthat the third gimbal component is rotatable relative to the secondgimbal component about a second axis. The rotation of the second gimbalcomponent relative to the first gimbal component causes no rotation ofthe third gimbal component relative to the second gimbal component. Therotation of the third gimbal component relative to the second gimbalcomponent causes no rotation of the second gimbal component relative tothe first gimbal component.

A user input device for a vehicular electrical system is provided. Theuser input device includes a handle sized and shaped to be gripped by ahuman hand, and a controller assembly within the handle. The controllerassembly includes a first component, a second component coupled to thefirst component such that the second component is rotatable relative tothe first component about an axis between first, second, and thirdpositions, the second position being located clockwise about the axisfrom the first position and the third position being locatedcounterclockwise about the axis from the first position, and a flexuremember interconnecting and applying a force to the first and secondcomponents, the force opposing said rotation of the second componentrelative to the first component in clockwise and counterclockwisedirections about the axis. The flexure member is at least partiallycompressed when the second component is in each of the first, second,and third positions.

A flight control system for an aircraft is provided. The flight controlsystem includes a flight control device. The flight control deviceincludes a handle sized and shaped to be gripped by a human hand and agimbal assembly within the handle. The gimbal assembly includes a firstgimbal component, a second gimbal component coupled to the first gimbalcomponent such that the second gimbal component is rotatable relative tothe first gimbal component about a first axis, and a third gimbalcomponent coupled to the second gimbal component such that the thirdgimbal component is rotatable relative to the second gimbal componentabout a second axis, wherein said rotation of the second gimbalcomponent relative to the first gimbal component causes no rotation ofthe third gimbal component relative to the second gimbal component andsaid rotation of the third gimbal component relative to the secondgimbal component causes no rotation of the second gimbal componentrelative to the first gimbal component, and at least one sensor coupledto the gimbal. The at least one sensor is configured to detect therotations of the second and third gimbal components and generate devicesignals representative thereof. The flight control device also includesa controller in operable communication with the at least one sensor, thecontroller being configured to generate flight control signals inresponse to the device signals, an actuator in operable communicationwith the controller, the actuator being configured to actuate inresponse to the flight control signals, and a flight control surfacecoupled to the actuator such that said actuation of the actuator causesthe flight control surface to move.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will hereinafter be described in conjunction withthe appended drawing figures, wherein like numerals denote likeelements, and in which:

FIG. 1 is a transparent side view of a hand controller having a gimbalassembly therein, according to one embodiment of the present invention;

FIG. 2 is an isometric view of the gimbal assembly of FIG. 1;

FIG. 3 is a plan view of a flexure assembly within the gimbal assemblyof FIG. 2;

FIG. 4 is a plan view of a flexure member within the flexure assembly ofFIG. 3;

FIGS. 5-8 are plan views of the flexure assembly of FIG. 3 illustratingthe operation thereof;

FIG. 9 is a cross-sectional, isometric view of a gimbal assembly,according to another embodiment of the present invention;

FIGS. 10-12 are isometric views of a flexure assembly within the gimbalassembly of FIG. 9 illustrating the operation thereof; and

FIG. 13 is a block diagram schematically illustrating a vehicleincluding a flight deck and an avionics/flight system.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the invention or the application and uses of theinvention. Furthermore, there is no intention to be bound by anyexpressed or implied theory presented in the preceding technical field,background, brief summary or the following detailed description.

It should be appreciated that the particular implementations shown anddescribed herein are illustrative of the invention and its best mode andare not intended to otherwise limit the scope of the invention in anyway. It should also be understood that FIGS. 1-13 are merelyillustrative and may not be drawn to scale, and in several of thedrawings, a Cartesian coordinate system, including x, y, and z (orpitch, roll, and yaw) axes and/or directions, is shown to clarify therelative orientation of the components, according to the variousembodiments. However, this coordinate system is only intended to assistin the explanation of various aspects of the present invention, andshould be not construed as limiting. Further, various components andfeatures may be described as being “first,” “second,” “third,” etc.However, these descriptors are used merely for convenience ofdescription and should not be construed as limiting.

FIG. 1 to FIG. 13 illustrate user input devices for a vehicularelectrical system. In one embodiment, a user input device includes ahandle sized and shaped to be gripped by a human hand and a gimbalassembly within the handle. The gimbal assembly includes first, second,and third gimbal components. The second gimbal component is coupled tothe first gimbal component such that the second gimbal component isrotatable relative to the first gimbal component about a first axis. Thethird gimbal component is coupled to the second gimbal component suchthat the third gimbal component is rotatable relative to the secondgimbal component about a second axis. The rotation of the second gimbalcomponent relative to the first gimbal component causes no rotation ofthe third gimbal component relative to the second gimbal component. Therotation of the third gimbal component relative to the second gimbalcomponent causes no rotation of the second gimbal component relative tothe first gimbal component.

In another embodiment, a user input device includes a handle sized andshaped to be gripped by a human hand, and a controller assembly withinthe handle. The controller assembly includes a first component, a secondcomponent coupled to the first component such that the second componentis rotatable relative to the first component about an axis betweenfirst, second, and third positions, the second position being locatedclockwise about the axis from the first position and the third positionbeing located counterclockwise about the axis from the first position,and a flexure member interconnecting and applying a force to the firstand second components, the force opposing said rotation of the secondcomponent relative to the first component in clockwise andcounterclockwise directions about the axis. The flexure member is atleast partially compressed when the second component is in each of thefirst, second, and third positions.

FIG. 1 illustrates a hand controller (or user input device) 100,according to one embodiment of the present invention. The handcontroller 100 includes a handle (or grip) 102 and a gimbal (orcontroller) assembly 104. The handle 102 is suitably sized and shaped tobe gripped by a hand of a human (e.g., a user or pilot) and in oneembodiment is substantially made of a flexible material, such as arubber or foam-like material. In another embodiment, the handle is madeof a rigid or stiff material, such as aluminum. The handle 102 is has agimbal cavity 106 therein which opens through a gimbal opening 108 at alower end of the handle 102. In the depicted embodiment, the handle 102also includes two buttons 110 (e.g., a trigger button and a top button).The gimbal assembly 104 passes through the gimbal opening 108 and islocated within the gimbal cavity 106. In FIG. 1, the hand controller 100is shown with the handle 102 and gimbal assembly 104 in a centered,upright orientation (or position), to which it will return when not inuse, according to one embodiment.

FIG. 2 schematically illustrates the gimbal assembly 104 in greaterdetail. The gimbal assembly 104 includes a base (or first) component112, a roll (or second) component 114, a pitch (or third) component 116,and a yaw (or fourth component) 118. The base component 112 is connectedto the frame of the vehicle 10 through the gimbal opening 108 of thehandle 102 (FIG. 1). In one embodiment, the base component 112 is fixedrelative to the frame of the vehicle 10 (i.e., the base component 112 isnot moveable relative to the frame). The base component 112substantially has a “Y-shape” and includes two base attachmentformations 120 on opposing sides and extending upwards from of an upperend thereof.

The roll component 114 has a substantially elongate shape and extendsthrough the base attachment formations 120. The roll component 114 iscoupled to the base attachment formations 120 such that the rollcomponent 114 is rotatable about a first axis (e.g., the roll axis) 122.

The pitch component 116 substantially has a Y-shape and includes twopitch attachment formations 124 on opposing sides of a lower end thereofthat extend downwards on opposing sides of a central portion of the rollcomponent 114 between the base attachment formations 120. The pitchcomponent 116 is coupled to the roll component 114 such that the pitchcomponent 116 is rotatable about a second axis (e.g., the pitch axis)126.

The yaw component 118, in the depicted embodiment, is cylindrical inshape and is coupled to an upper end of the pitch component 116 suchthat the yaw component 118 is rotatable about a third axis (e.g., theyaw axis) 128.

Of particular interest in the gimbal assembly 104 is that each of theroll, pitch, and yaw components 114, 116, and 118 are independentlyrotatable. That is, rotation of the roll component 114 (about the rollaxis 122) relative to the base component 114 does not cause any rotationof the pitch component 116 relative to the roll component 114 or anyrotation of the yaw component 118 relative to the pitch component 116.Likewise, rotation of the pitch component 116 (about the pitch axis 126)relative to the roll component 114 does not cause any rotation of theroll component 114 relative to the base component 114 or any rotation ofthe yaw component 118 relative to the pitch component 116. Similarly,rotation of the yaw component 118 (about the yaw axis 128) relative tothe pitch component 116 does not cause any rotation of the rollcomponent 114 relative to the base component 112 or any rotation of thepitch component 116 relative to the roll component 114. Additionally, asshown in FIG. 1, all of the axes 122, 126, and 128 about which thecomponents 114, 116, and 118 rotate extend through the handle 102 andare mutually (or substantially mutually) orthogonal.

Referring again to FIG. 2, the gimbal assembly 104 also includes flexureassemblies 130 and sensor assemblies 132. As shown, one of the flexureassemblies 130 and one of the sensor assemblies 132 lie on opposingouter sides of the base attachment formations 120. Another of theflexure assemblies 130 and sensor assemblies 132 lie on opposing outerside of the pitch attachment formations 124. A third of the flexureassemblies 130 lies on an upper end of the yaw component 118, while athird of the sensor assemblies 132 (not shown) lies on a lower end ofthe yaw component 118.

FIG. 3 illustrates one of the flexure assemblies 130 in greater detail.The flexure assembly 130 includes a fixed (or first) flexure assemblycomponent 134, a moveable (or second) flexure assembly component 136,and a flexure member 138. The flexure assembly 130 shown in FIG. 3 mayrepresent any of the flexure assemblies 130 shown in FIG. 2. If theflexure assembly 130 shown in FIG. 3 is the flexure assembly 130adjacent to the base attachment formation 120 of the base component 112,the fixed component 134 is the base attachment formation 120 and themoveable component 136 is an armature rotationally fixed to the rollcomponent 114. If the flexure assembly 130 shown in FIG. 3 is theflexure assembly 130 adjacent to the pitch attachment formation 124 ofthe pitch component 116, the fixed component 134 is the pitch attachmentformation 124 and the moveable component 136 is an armature rotationallyfixed to the roll component 114.

The fixed component 134 includes a flexure clamp 140 and two flexurestops 142 fixed thereto. In the depicted embodiment, the flexure clamp140 is located at a bottom edge of the fixed component 134, and theflexure stops 142 are located on the fixed component 134 atapproximately “10 o'clock” and “2 o'clock,” respectively. The moveablecomponent 136 has a curved outer portion 144 with ends angularly spacedin a manner similar to the flexure stops 142, as shown in FIG. 3.

In the depicted embodiment, the flexure member 138 is a symmetric,curved, and integral member made of a resilient metal, such as copper.The flexure member 138 is attached to the fixed component 134 at acentral portion thereof by the flexure clamp 140 and has end portions146 pressed against both the flexure stops 142 and opposing ends of theouter portion 144 of the moveable component 136. It should be understoodthat in other embodiments the flexure member may be different shapes,such as a triangle.

FIG. 4 illustrates the flexure member 138 before installation into theflexure assembly 130. The flexure member 138 is deflectable in a firstdirection (indicated by arrows 148) and a second direction (indicated byarrows 150). The first direction 148 corresponds to the flexure member138 being compressed, and the second direction corresponds to theflexure member 138 being expanded. FIG. 4 shows the flexure member 138in its “unstressed” state (i.e., neither compressed nor expanded). As isapparent from a comparison of FIGS. 3 and 4, the flexure member 138 iscompressed when installed in the flexure assembly 130, which isindicated by dashed line 151. As such, the flexure member 138 applies,in one embodiment, substantially equal and opposite forces onto theopposing ends of the outer portion 144 of the moveable component 136(and/or the flexure stops 142) when the moveable component 136 is“centered” (in a first position (Θ₁)) as shown in FIG. 3. In otherembodiments, the forces applied to the opposing ends of the outerportion 144 may not be equal. For example, one side of the flexuremember could be formed to have a greater thickness than the other sidesuch that the user would feel a different stiffness when actuating thehand controller 100 in one direction compared to the opposing direction.

Still referring to FIG. 3, in one embodiment, the moveable component 136also includes secondary (or inner) flexure members 152 extendingsubstantially radially from opposing sides of an inner end of an innerportion 154 thereof. The secondary flexures 152 may be integrally formedand flexibly coupled to the moveable component 136. When the moveablecomponent 136 is centered, neither of the secondary flexures 152 is incontact with the flexure stops 142.

Referring again to FIG. 2, the sensor assemblies 132, in one embodiment,each includes multiple magnetoresistive sensors 156 and magnets 158configured to detect the relative rotation of the roll, pitch, and yawcomponents 114, 116, and 118 of the gimbal assembly 104. For example,within the sensor assembly 132 adjacent to one of the base attachmentformation 120, the magnets 158 are fixed relative to the base attachmentformation 120 and the magnetoresistive sensors 156 are rotationallyfixed to the roll component 114. It should be understood that othertypes of sensors may also be used, such as Hall Effect sensors.

During operation, referring now to FIGS. 1 and 2, a user grips thehandle 102 of the hand controller 100 and manually applies force ormovement (i.e., input commands) thereto to operate the hand controlleras a user input device. It should be understood that the hand controller100 may be implemented as, for example, a flight control device 16and/or a cursor control device 30 on-board the vehicle 10.

As described briefly above, the input commands supplied by the usercause the relative rotations of the components 114, 116, and 118 aboutthe respective axes 122, 126, and 128 from which the sensor assemblies132 generate control signals. However, the rotation of any one of thecomponents 114, 116, and 118 does not cause any of the other components114, 116, and 118 to rotate in such a way that a second control signalis generated by the gimbal assembly 104.

More specifically, for example, when the user tilts the handle 102 aboutthe roll axis 122, the roll component 114 rotates about the roll axis122 relative to the base component 112. This rotation is detected by thesensor assembly 132 adjacent to the base component 112, which generatesa control signal representative thereof. However, the tilting of thehandle 102 about the roll axis 122 also causes the pitch component 116(and the pitch axis 126) and the yaw component 118 (and the yaw axis128) to be rotated about the roll axis 122 with the roll component 114.Nevertheless, because the pitch component 116 has not rotated (i.e.,about the pitch axis 126) relative to the roll component 114 and the yawcomponent 118 has not rotated (i.e., about the yaw axis 128) relative tothe pitch component 116, the respective sensor assemblies 132 do notdetect any rotation.

If the user then tilts the handle 102 about the pitch axis 126, thepitch component 116 rotates about the pitch axis 126 relative to theroll component 114, which is separately detected by the sensor assembly132 adjacent to the pitch component 116 and a representative controlsignal is thereby generated.

FIGS. 5-8 illustrate one of the flexure assemblies 130 during therotations of one of the components 114, 116, and 118 between variouspositions. For sake of clarity, the description below will refer only tothe rotation of the moveable component 136 of the flexure assemblies 132between the first position (FIG. 3) and second, third, fourth, and fifthpositions. As is described below, the first position is angularlypositioned between the second and third positions, the fourth positionis between the first and second positions, and the fifth position isbetween the first and third positions. However, it should be understoodthat due to the interconnections between the gimbal components 114, 116,and 118 described above, the rotations shown in FIGS. 5-8 maydemonstrate the operation of the flexure assembly 132 adjacent to anyone of the base component 112, the pitch component 114, or the yawcomponent 118.

FIG. 5 illustrates the flexure assembly 130 with the moveable component136 rotated clockwise to the fourth position (Θ₄). As shown, the outerportion 144 of the moveable component 136 presses the end portion 146 ofthe flexure member 138 on the clockwise side away from the respectiveflexure stop 142, thus causing the flexure member 138 to be furthercompressed. Because the flexure member 138 is “pre-compressed” againstthe flexure stops 142, the flexure member 138 applies a force onto theouter portion 144 of the moveable component 136 that resists therotation of the moveable component 136 (i.e., the force is applied inthe counterclockwise direction) simultaneously with the beginning of therotation.

FIG. 6 illustrates the flexure assembly 130 with the moveable component136 further rotated clockwise to the second position (Θ₂). As shown, asthe moveable component 136 continues to rotate, the respective secondaryflexure member 152 is pressed against the respective flexure stop 142and is compressed inwards. The compression of the secondary flexuremember 152 causes an additional force to be applied onto the moveablecomponent 136 that resists the rotation of the moveable component 136.

Thus, as the user causes the respective gimbal component to be rotatedup to a first degree, the user feels a first resistive force, and as theuser causes such rotation past the first degree, the user feels asecond, increased resistive force. As such, the user feels a “soft-stop”(i.e., a point at which the resistive force increases) when he or sherotates one of the gimbal components 114, 116, and 118 to a degreesufficient to cause the secondary flexure members 152 to be compressed.

As illustrated in FIGS. 7 and 8, the flexure assembly 130 operates in asimilar manner when the moveable component 136 is rotated in theopposite (e.g., counterclockwise) direction to the respective fifth (Θ₅)and third (Θ₃) positions. As such, the user feels similar first andsecond resistive forces when the user causes the respective gimbalcomponent to be rotated, to first and second degrees, in the oppositedirection. Additionally, although the moveable component 136 is rotatedin the opposite (e.g., counterclockwise) direction, the flexure member138 is further compressed as the respective end portion 146 of theflexure member 138 is pressed towards the flexure clamp. That is, theflexure member 138 undergoes additional compression when the moveablecomponent 136 is rotated either clockwise or counterclockwise.Furthermore, because the flexure member 138 is pre-compressed againstthe flexure stops 142, the flexure member 138 never expands back to itsunstressed orientation (FIG. 4).

In one embodiment, the resistive forces applied by the flexure member138, as well as the secondary flexure members 152, within the flexureassemblies 130 are sufficient to cause moveable component 136 to returnto the first position (FIG. 3) when the user releases the handle 102,which results in the respective gimbal components 114, 116, and 118returning their respective centered positions, along with the handle 102(as shown in FIG. 1). As such, the user will experience a “break-out”resistance when actuating the hand controller 100. That is, theresistive force is applied by the flexure assemblies 130, and is felt bythe user, simultaneously with the beginning of actuation (as opposed tothe resistive force being applied after the hand controller 100 isactuated slightly).

One advantage of the hand controller described above is that because allof the axes about which the various gimbal components rotate extendthrough the handle, the precision of the user's control is improved inseveral respects. First, the mass balance of the hand controller isimproved. The amount of arm movement required to actuate the handcontroller is also minimized. Additionally, the mechanical linkagebetween the user's hand and the pivot points is reduced. Further, thelikelihood that the user will accidentally actuate the hand controller(e.g., in a high-vibration or high g-load situation) is reduced.

Another advantage is that because all three axes of rotation extendthrough the handle, the overall space required to house the rotationalcomponents is reduced. Additionally, because a single, integral flexuremember is used, the number of parts required to provide the desired feel(i.e., stiffness), including the breakout torque, is minimized. Further,the simplicity of the secondary flexure members allows the soft-stopfunctionality to be provided with virtually no additional components. Ayet further advantage is that because the flexure members remaincompressed and never achieve their unstressed orientation, the amount offatigue on the flexure members is reduced, greatly increasing the lifeof the mechanism. These benefits allow for the overall costs ofimplementing the hand controller to be minimized. Even further, becausethe gimbal components rotate completely independently, the signalprocessing used to interpret the actuations of the hand controller maybe simplified.

FIG. 9 illustrates, in a cross-sectional, isometric view, a gimbal (orcontroller) assembly 200, according to another embodiment of the presentinvention. Similar to the embodiment shown in FIG. 2, the gimbalassembly 200 includes a base component 202, a roll component 204, apitch component 206, and a yaw component 208. The components 202, 204,206, and 208 are rotationally coupled to one another in a fashionsimilar to that shown in FIG. 2. Specifically, the roll component 204 isrotatably coupled (i.e., rotatable about the roll axis 122) to the basecomponent 202, the pitch component 206 is rotatably coupled (i.e.,rotatable about the pitch axis 126) to the base component 202 (and/orthe roll component 204), and the yaw component 208 is rotatably coupled(i.e., rotatable about the yaw axis 128) to the pitch component 206(and/or the roll component 204 and/or the base component 202). Althoughnot shown, the gimbal assembly 200 may include sensor assemblies similarto those described above. Also like the embodiment shown in FIG. 2, thecomponents 204, 206, and 208 are interconnected such that the rotationof one component does not cause any detected rotation of another one ofthe components.

Of particular interest in the embodiment shown in FIG. 9, the gimbalassembly 200 also includes flexure assemblies 210, each extendingsubstantially along a respective one of the axes 122, 126, and 128.Unlike the embodiment shown in FIG. 2, the flexure assemblies 210 arecontained within the gimbal assembly 200 amongst the various components202, 204, 206, and 208. Referring to FIG. 9 in combination with FIG. 10(which schematically illustrates one of the assemblies 210), each of theflexure assemblies 210 includes a torsion bar (or flexure member) 212and first and second stop rings 214 and 216. It should be understoodthat the flexure assembly 210 shown in FIG. 10 may be the flexureassembly 210 along any of the axes 122, 126, and 128 and may thus beassociated with the relative rotation of any one of components 204, 206,and 208.

The torsion bar 212 has first and second opposing ends 218 and 220 withengagement formations 222 extending therefrom and is made of, forexample, a flexible, resilient steel alloy including iron, nickel,cobalt, chromium, molybdenum, and carbon, such as AERMET-100 availablefrom Carpenter Technology Corporation of Wyomissing, Pa., U.S.A. Thestop rings 214 and 216 include “keyholes” 224 extending therethrough.The torsion bar 212 and the stop rings 214 and 216 are arranged suchthat the opposing ends 218 and 220 of the torsion bar 212 extend throughthe keyholes 224 of the stop rings 214 and 216. In particular, theengagement formations 222 are mated with the keyholes 224 as shown inFIG. 10. It should be noted that in at least one embodiment, the stoprings 214 and 216 are in a fixed position and orientation relative tothe remainder of the gimbal assembly 200.

Before installation into the gimbal assembly 200, the torsion bar 212 istwisted, or “pre-loaded,” such that when the opposing ends 218 and 220are mated with the stop rings 214 and 216, respectively, the engagementformations 222 exert a torque onto the stops rings 214 and 216 asindicated by arrows 226. Although not illustrated, but as will beappreciated by one skilled in the art, the torsion bar 212 is coupled tothe respective component (e.g., the roll component 204) such that onlyone of the ends 218 and 220 of the torsion bar 212 is rotated, ortwisted, when the respective component is rotated about its respectiveaxis (e.g., the roll axis 122). For example, referring to FIG. 11, whenthe respective component is rotated in a first direction 228 (e.g.,clockwise), only the first end 218 of the torsion bar 212 is twisted inthe first direction 228. Likewise, referring to FIG. 12, when therespective component in rotated in a second direction 230 (e.g.,counterclockwise), only the second end 220 of the torsion bar 212 istwisted in the second direction 230.

As such, when the respective component is twisted in either direction,the torsion bar 212 is twisted in such a way that opposes the pre-loadtorque described above such that the total torque exerted on the torsionbar 212 is increased. Thus, the user experiences a resistive torque whenactuating the hand controller, in a way similar to the embodiment shownin FIG. 2. Additionally, because the torsion bar 212 is pre-loaded andthe rotation of the respective component in either direction causes thetorsion bar 212 to be twisted in such a way that opposes the pre-loadedtorque, the torsion bar 212 never achieves its unstressed orientation,similar to the flexure member 138 in FIGS. 3-8. It should be noted that,in FIGS. 11 and 12, the rotation of the ends 218 and 220 of the torsionbar 212, and thus the respective component of the gimbal assembly 200,may be limited by the relative widths of the keyholes 224 and theengagement formations 222.

FIG. 13 schematically illustrates a vehicle 10, such as an aircraft,according to one embodiment of the present invention, in which the handcontroller described above may be implemented. The vehicle 10 may be, inone embodiment, any one of a number of different types of aircraft suchas, for example, a spacecraft, a private propeller or jet engine drivenairplane, a commercial jet liner, or a helicopter. In the depictedembodiment, the vehicle 10 includes a flight deck 12 (or cockpit) and anavionics/flight system 14. Although not specifically illustrated, itshould be understood that the vehicle 10 also includes a frame or bodyto which the flight deck 12 and the avionics/flight system 14 areconnected, as is commonly understood. It should also be noted thatvehicle 10 is merely exemplary and could be implemented without one ormore of the depicted components, systems, and data sources. It willadditionally be appreciated that the vehicle 10 could be implementedwith one or more additional components, systems, or data sources.

In one embodiment, the flight deck 12 includes flight controls (orflight control devices) 16, a computing system interface 18, displaydevices 20 (e.g., a primary flight display (PFD)), a communicationsradio 22, a navigational radio 24, and an audio device 26. In oneembodiment, the flight controls 16 may include, for example, a handcontroller (e.g., as described above) and foot pedals configured toreceive input commands from a user (e.g., a pilot) 28. The computingsystem interface 18 is configured to receive input from the user 28 and,in response to the user input, supply command signals to theavionics/flight system 14. The computing system interface 18 may includeany one, or combination, of various known user interface devicesincluding, but not limited to, a cursor control device (CCD) 30, such asa hand controller (e.g., as described above), a mouse, a trackball, orjoystick, and/or a keyboard, one or more buttons, switches, or knobs. Inthe depicted embodiment, the computing system interface 18 includes aCCD 30 and a keyboard 32. The user 28 uses the CCD 30 to, among otherthings, move a cursor symbol on the display devices 20, and may use thekeyboard 32 to, among other things, input textual data.

Still referring to FIG. 1, the display devices 20 are each used todisplay various images and data, in graphic, iconic, and/or textualformats, and to supply visual feedback to the user 28 in response touser input commands supplied by the user 28 to the computing systeminterface 18. It will be appreciated that the display devices 20 mayeach be implemented using any one of numerous known displays suitablefor rendering image and/or text data in a format viewable by the user28, such as a cathode ray tube (CRT) displays, a LCD (liquid crystaldisplay), a TFT (thin film transistor) displays, or a heads up display(HUD) projection.

The communication radio 22 is used, as is commonly understood, tocommunicate with entities outside the vehicle 10, such as air-trafficcontrollers and pilots of other aircraft. The navigational radio 24 isused to receive from outside sources and communicate to the user varioustypes of information regarding the location of the vehicle, such asGlobal Positioning Satellite (GPS) system and Automatic Direction Finder(ADF) (as described below). The audio device 26 is, in one embodiment,an audio speaker mounted within the flight deck 12.

The avionics/flight system 14 includes a runway awareness and advisorysystem (RAAS) 36, an instrument landing system (ILS) 38, a flightdirector 40, a weather data source 42, a terrain avoidance warningsystem (TAWS) 44, a traffic and collision avoidance system (TCAS) 46, aplurality of sensors 48, one or more terrain databases 50, one or morenavigation databases 52, a navigation and control system 54, and aprocessor 56. The various components of the avionics/flight system 14are in operable communication via a data bus 58 (or avionics bus).

The RAAS 36 provides improved situational awareness to help lower theprobability of runway incursions by providing timely aural advisories tothe flight crew during taxi, takeoff, final approach, landing androllout. The ILS 38 is a radio navigation system that provides aircraftwith horizontal and vertical guidance just before and during landingand, at certain fixed points, indicates the distance to the referencepoint of landing. The flight director 40, as is generally known,supplies command data representative of commands for piloting theaircraft in response to flight crew entered data, or various inertialand avionics data received from external systems. The weather datasource 42 provides data representative of at least the location and typeof various weather cells. The TAWS 44 supplies data representative ofthe location of terrain that may be a threat to the aircraft, and theTCAS 46 supplies data representative of other aircraft in the vicinity,which may include, for example, speed, direction, altitude, and altitudetrend. Although not illustrated, the sensors 48 may include, forexample, a barometric pressure sensor, a thermometer, and a wind speedsensor.

The terrain databases 50 include various types of data representative ofthe terrain over which the aircraft may fly, and the navigationdatabases 52 include various types of navigation-related data. Thesenavigation-related data include various flight plan related data suchas, for example, waypoints, distances between waypoints, headingsbetween waypoints, data related to different airports, navigationalaids, obstructions, special use airspace, political boundaries,communication frequencies, and aircraft approach information.

The navigation and control system 54 may include a flight managementsystem (FMS), a control display unit (CDU), an autopilot or automatedguidance system, multiple flight control surfaces (e.g., ailerons,elevators, and a rudder), an Air Data Computer (ADC), an altimeter, anAir Data System (ADS), a Global Positioning Satellite (GPS) system, anautomatic direction (ADF), a compass, at least one engine, and gear(i.e., landing gear).

The processor 56 may be any one of numerous known general-purposemicroprocessors or an application specific processor that operates inresponse to program instructions. In the depicted embodiment, theprocessor 56 includes on-board random access memory (RAM) 60 andon-board read only memory (ROM) 62. The program instructions thatcontrol the processor 56 may be stored in either or both the RAM 60 andthe ROM 62. For example, the operating system software may be stored inthe ROM 62, whereas various operating mode software routines and variousoperational parameters may be stored in the RAM 60. It will beappreciated that this is merely exemplary of one scheme for storingoperating system software and software routines, and that various otherstorage schemes may be implemented. It will also be appreciated that theprocessor 56 may be implemented using various other circuits, not just aprogrammable processor. For example, digital logic circuits and analogsignal processing circuits could also be used.

While at least one exemplary embodiment has been presented in theforegoing detailed description, it should be appreciated that a vastnumber of variations exist. It should also be appreciated that theexemplary embodiment or exemplary embodiments are only examples, and arenot intended to limit the scope, applicability, or configuration of theinvention in any way. Rather, the foregoing detailed description willprovide those skilled in the art with a convenient road map forimplementing the exemplary embodiment or exemplary embodiments. Itshould be understood that various changes can be made in the functionand arrangement of elements without departing from the scope of theinvention as set forth in the appended claims and the legal equivalentsthereof.

We claim:
 1. A user input device for a vehicular electrical systemcomprising: a handle sized and shaped to be gripped by a human hand; anda gimbal assembly within the handle, the gimbal assembly comprising: afirst gimbal component; a second gimbal component coupled to the firstgimbal component such that the second gimbal component is rotatablerelative to the first gimbal component about a first axis; and a thirdgimbal component coupled to the second gimbal component such that thethird gimbal component is rotatable relative to the second gimbalcomponent about a second axis, wherein said rotation of the secondgimbal component relative to the first gimbal component causes norotation of the third gimbal component relative to the second gimbalcomponent and said rotation of the third gimbal component relative tothe second gimbal component causes no rotation of the second gimbalcomponent relative to the first gimbal component.
 2. The user inputdevice of claim 1, wherein the gimbal assembly further comprises afourth gimbal component coupled to the third gimbal component such thatthe fourth gimbal component is rotatable relative to the third gimbalcomponent about a third axis, and wherein said rotation of the fourthgimbal component relative to the third gimbal component causes norotation of the third gimbal component relative to the second gimbalcomponent.
 3. The user input device of claim 2, wherein said rotation ofthe fourth gimbal component relative to the third gimbal componentcauses no rotation of the second gimbal component relative to the firstgimbal component.
 4. The user input device of claim 3, wherein thefirst, second, and third axes are substantially mutually orthogonal. 5.The user input device of claim 4, wherein the fourth gimbal component iscoupled to the third gimbal component such that said rotation of thethird gimbal component causes the fourth gimbal component to rotateabout the second axis with the third gimbal component.
 6. The user inputdevice of claim 5, wherein the third gimbal component is coupled to thesecond gimbal component such that said rotation of the second gimbalcomponent causes the third and fourth gimbal components to rotate aboutthe first axis with the second gimbal component.
 7. The user inputdevice of claim 6, wherein said rotation of the third gimbal componentcauses the third axis to rotate about the second axis, and said rotationof the second gimbal component causes the second and third axes torotate about the first axis.
 8. The user input device of claim 7,wherein the gimbal assembly is coupled to a grip portion of the handlesuch that manipulation of the grip portion of the handle causes saidrotations of the second, third, and fourth gimbal components.
 9. Theuser input device of claim 8, wherein the gimbal assembly furthercomprises: a first flexure member interconnecting and applying a firstforce to the first and second gimbal components, the first forceopposing said rotation of the second gimbal component relative to thefirst gimbal component about the first axis; a second flexure memberinterconnecting and applying a second force to the second and thirdgimbal components, the second force opposing said rotation of the thirdgimbal component relative to the second gimbal component about thesecond axis; and a third flexure member interconnecting and applying athird force to the third and fourth gimbal components, the third forceopposing said rotation of the fourth gimbal component relative to thethird gimbal component about the third axis.
 10. The user input deviceof claim 9, wherein the first, second, and third flexure members applythe respective first, second, and third forces in clockwise andcounterclockwise directions about the respective first, second, andthird axes and always interconnect the respective gimbal components inan at least partially compressed manner.
 11. A flight control system foran aircraft comprising: a flight control device comprising: a handlesized and shaped to be gripped by a human hand; a gimbal assembly withinthe handle, the gimbal assembly comprising: a first gimbal component; asecond gimbal component coupled to the first gimbal component such thatthe second gimbal component is rotatable relative to the first gimbalcomponent about a first axis; and a third gimbal component coupled tothe second gimbal component such that the third gimbal component isrotatable relative to the second gimbal component about a second axis,wherein said rotation of the second gimbal component relative to thefirst gimbal component causes no rotation of the third gimbal componentrelative to the second gimbal component and said rotation of the thirdgimbal component relative to the second gimbal component causes norotation of the second gimbal component relative to the first gimbalcomponent; and at least one sensor coupled to the gimbal, the at leastone sensor being configured to detect said rotations of the second andthird gimbal components and generate device signals representativethereof, a controller in operable communication with the at least onesensor, the controller being configured to generate flight controlsignals in response to the device signals; an actuator in operablecommunication with the controller, the actuator being configured toactuate in response to the flight control signals; and a flight controlsurface coupled to the actuator such that said actuation of the actuatorcauses the flight control surface to move.
 12. The flight control systemof claim 11, wherein the gimbal assembly further comprises: a firstflexure member interconnecting and applying a force to the first andsecond components, the force opposing said rotation of the secondcomponent relative to the first component in clockwise andcounterclockwise directions about the first axis; and a second flexuremember interconnecting and applying a force to the second and thirdcomponents, the force opposing said rotation of the third componentrelative to the second component in clockwise and counterclockwisedirections about the second axis.
 13. The flight control system of claim12, wherein the second and third components are rotatable between first,second, and third positions, the second position being located clockwiseabout the respective axis from the first position and the third positionbeing located counterclockwise about the respective axis from the firstposition, and wherein the first and second flexure members are at leastpartially compressed when the second and third components are in each ofthe first, second, and third positions.
 14. The flight control system ofclaim 13, wherein the gimbal assembly further comprises a fourth gimbalcomponent coupled to the third gimbal component such that the fourthgimbal component is rotatable relative to the third gimbal componentabout a third axis, and wherein said rotation of the fourth gimbalcomponent relative to the third gimbal component causes no rotation ofthe third gimbal component relative to the second gimbal component andsaid rotation of the fourth gimbal component relative to the thirdgimbal component causes no rotation of the second gimbal componentrelative to the first gimbal component.
 15. The flight control system ofclaim 14, wherein the first, second, and third axes are substantiallymutually orthogonal.